angus



A. R. ANGUS.

ELECTRlC CONTROL CF RAILWAY TRAINS 0R VEHICLES.

' APPLICATION FILED szPnzs. 1921.

1,414,999. Pa tented Ma 2,1922.

A. R. ANGUS.

ELECTRIC CONIROL 0F RAILWAY TRAINS 0R VEHICLES.

AIPLlCA-I'ION FILED SEPT. 23, I921.

414 999 Patented May 2, 1922 a SHEEISSHEEI 2. 505 I H62. ,5, aQW72 m A. R. ANGUS.

ELECTRlC CONTROL OF RAILWAY TRAINS 0R VEHICLES.

APPLICATION men SEPT. 23. I921.

1,414,999, Patehted May'2,1 92 2.

3 SHEETS-SHE 3.

0613. gflg. v4,

UNITED STATES PATENT OFFICE,

ARTHUR REGINALD ANGUS,

or BRIGHTON, ENGILAND.

ELECTRIC CONTROL OF RAILWAY TRAIN S OR VEHICLES;

Specification of Letters Patent;

Patented May 2,

Application filed September 23, 1921. Serial No. 502,652.

merits in or Relating to the Electric Control of Railway Trains or Vehicles, of which the following is a specification.

This invention relates to apparatus for the electrical control of trains or vehicles (hereinafter referred to as trains) on joining portions of railway tracks.

' In apparatus for this purpose according thereto the condition of the joining track portions as to occupation by a railway vehicle and integrity of their rails is adapted to determine the condition as to energization of a first set of electro-responsive devices 'nected wheels of a railway vehicle. and each rail portion joining opposite. sides of a said track portion is interrupted by insulation bridged by one of a second set of electroresponsive devices each of which is adapted to be de-energized by the failure of the cor responding insulation each of the said electroresponsive devices being adapted when de-energized to prevent a train from being allowed ,to pass along any of the joining track portions.

For controlling the making of a road by a Signalman there is in conjunction with a manual road-making means provided an electromagnetic locking means adapted unless energized to prevent the road-making means from being so operated as to permit the passage of a train over the said road and. adapted to depend for its energization upon the energization of the aforesaid electroresponsive devices. In order to make the energization of the electromagnetic locking means'dependent on the condition of the track portion next in advance of the road,

an electro-responsive device corresponding in function to those of "the aforesaid first set 18 provided for the last mentioned track portion and its energization rnade essential to the cnergization of the electromagnetic locking means. I

For testing a road there is provided switching means adapted to enable a signalman to causeelectricity for energizing the aforesaid el'eetro-res'ponsive devices to be transmitted, and to interrupt such transmission of electricity, to the rails to which the said devices are connected; a'nd for testing the condition of the track portion next in advance of the road the last me ntione d track portion is provided wi'th an electroresponsive device connected to the rails thereof and corresponding in function in relation thereto to those of the aforesaid first set and the switching means isadapted to cause electricity to be transmitted, or to interrupt such transmission of electricity, to the last mentioned rails.

A switching means may be adapted in one position to interrupt the transmission" of electricity to the rails to which the electroresponsive devices are connected, in another position to cause electricity for energizing the last'mentioned electro-responsive devices to be transmitted to the said rails, and in yet another position to permit the passage of a train over the road in question-i. e., to act as a road-making means. v p

In order to test the setting of any points relating to a road the energization of the electromagnetic locking means is made to depend upon the correct setting of those points.

In order to guard against the simultaneous making of conflicting roads, the completion by each of the road-making or switching means provided for conflicting roads of a train-clearance circuit for the corresponding road-i. eg, a circuit adapted to permit a train to pass along that roadis made dependent on the non-completion of a trainclearance circuit for a conflicting road by any of the said road-making or switching means.

The invention, which consists of the various features defined in the appended claims,

,tion 57 to its junction with track 1 is illustrated by the accompanying Figs. 1, 2, and 3, which when placed side by side constitute a diagram representing an example of a set of railway tracks constructed and equipped according to the invention.

Two parallel railway tracks I and II are connected together by a third track 111. The roads along which it is desired to control trafiic in the case of the example are hereinafter called roads A, B, and C for the down journeys of trains and roads A, B, and C for the up journeys of trains corresponding thereto respectively.

In respect of road A, which extends from insulation 2 to insulation 4, what have been hereinbefore called the joining track portions are the part of the track I that extends from insulation 2 to insulation 4 and the part of track III that extends from insulation 57 to its junction with track I and the electro-responsive devices of the first set are relays 27 and 59 which relate to the said two track portions respectively and the electro-responsive devices of the second set are a relay 40 bridging insulation 38 in the rail portion of the track I that joins the rails on opposite sides of the track III and a relay 54 bridging insulation 47 in the rail portion .of track III that joins the rails on opposite sides of the track I. A relay that isconnected to the rails of section 60, the track portion next in advance of road A, corre sponds in function to the relays 27 and 59.

In respect of road A, which extends from insulation 5 to insulation 6, the joining track portions are the part of track I that extends from insulation 5 to insulation 0 and the part of track III that extends from insula- T and the electro-responsive devices of the first set are relays 35, 27, 109, 300, and 59 and the electro responsive devices of the second set are re lays 40 and 54.

In respect of road B, which extends from insulation 2 to insulation 90, there are two sets of joining track portions, one of which is constituted by the joining track portions pertaining to road A and the other is constituted by the part of track II that extends from insulation 90 to insulation 101 and the part of track III that extends from insulation 57 to its junction with track II and the electro-responsive devices of the first set are relays 27, 59, 103, and and the electroresponsive devices of the-second set are the relays 40 and 54 and the relay 67 bridging insulation in the rail portion of track II that joins the rails on opposite sides oi track .III and the relay 83 bridging insulation in the rail portion of track III that joins the rails on opposite sides 01'' track II. A

relay 94 that is connected to the rails of section 70, the track portion next in advance of road B, corresponds in function to relays 27, 59, 103, and 88.

In respect of road B, which extends from insulation 92 to insulation 6, there are two sets of joining track portions, one of which is constituted by the part of track II that extends from 101 and the part of track III that extends from insulation 57 to its junction with track II and the other is constituted by the part of track I between insulation 6 and insulation 4 and the part of track III that extends from insulation 57 to its junction with track I and the electroresponsive devices of the first set are relays 94, 88, 103, 59, 27, 109, and 300 and the electroresponsive devices of the second set are relays (S7, 83, 40, and 54.

In respect of road C, which extends from insulation 101 to insulation 90, the joining track )ortions are the part of track II that extents from insulation 101 to insulation and the part of track III that extends from insulation 57 to its junction with track II and the electro-responsive devices of the first set are relays 88 and 59 and the electro responsive devices of the second set are re lays 07 and 83. Relay 94 that is connected to the rails of section 70, the track portion next in advance of road C, corresponds in function to the relays 88 and 59.

In respect of road C, which extends from insulation 92 to insulation 97, the joining track portions are the part of track II that extends from insulation 92 to insulation 97, and the part of track III that extends from insulation 57 to its junction with track II and the electro-responsive devices of the first set are relays 94, 88, 59, 103, and 98 and the electro-responsive devices of the second set are relays G7 and 3.

I or the roads A and A, the roads B and B, and the roads C and C there are provided switch arms A, B, and C respectively. Each switch arm has one position, hereinafter referred to as the neutral position, in which it does not close any circuit for the up and. down roads to which it pertains. The switch arm it when moved to the right. side closes in succession circuits relating to the road .1 and when moved to the left closes in succession circuits relating to the road A. Similarly, each of the switch arms B and C when moved to the right of its neutral position closes in succession circuits relatingto the corresponding down road and when moved to the left of its neutral position closes in succes 1i insulation 92 to insulation comprising a contact rod adapted to be moved by the said points, insulated contact pieces affixed to the rod, and contacts with which the contact pieces are adapted to come into contact; and the points relating to roads B and C and B and C have another similar points indicator SC.

it will now be explained how a Signalman may test and make road A for a train which may, for example, be on section 50, it being assumed or the sake of simplicity that no other train or vehicle is on the system of tracks and that the due passage of current is not interfered with by rail breakage or failure of insulataion or otherwise. The signalman first moves switch arm A from its neutral position into a first position to the right of the neutral position in which its insulated contacting piece 7 makes contact with c0n- 111518 9 and 3, its insulated contacting piece 17 makes contact with contact 18, and its insulated contact 186 makes contact with contact- 31, and current passes from battery 1 by way of wires 19 and 20, insulated contacting piece 7 of switch arm A, contact 9, wires 21 and 22, resistance 23, and wire 24 to the rails 25 to the right of insulation 2; thence part of the current passes by way of the rails 25 to insulation 4, then by way of wire 26, relay 27, wire 28, to rails 33 of section 60, thence by way of rails 33 to insulation 5, thence by way of wire 34, relay 35, wire 36, to rails 37 opposite to insulation 5, thence by way of rails 37 to insulation 38, thence by way 01? wire 39, relay 40, wire 41, to the rails 42 on the other side of insulation 58, thence by way of rails 42 to wire 43 connected thereto opposite insulation 6, thence by way of wire 43, contact 18, insulated contacting piece 17 of switch arm A, wire 44, back to the battery by way of wire 45; part oi the current also passes from the rails 25 by way of points blade 46 to insulation 47, thence by way of wire 48, relay 54, wire 55, to the rails 56 on the other side of insulation 47, thence by way of rails 56 to insulation 57, thence by way of wire 58, relay 59, wire 62, to rails 63 on the other side of insulation 57 and thence along rails 63; part of the current passes from the rails 63 by way of rails 148 to insulation 90, then by way of wire 8?, relay 88, wire 89, to the rails 91 on the ot ier side of insulation 90, thence by way of the rails 91, to insulation 92, wire 93, relay .4, wire 95 to the rails 86 opposite to the insulation 92, thence by way of rails 86. and rails 85 to insulation 80, wire 84, relay 83, wire 81. to rails 73 on the other side of insulation 80, thence by way of rails 73 to rails 42. wire 43, contact 18, insulated contacting piece 17 of switch arm A, wire 44, and back to the battery 1 by way of wire 45; another part of the current passes from rails 63 by way of rails 64 to insulation 65, thence by way of wire 66, relay 67, wire 69, rails 72', rails 73, and back to the battery 1 by way of the'path hcreinbetore described; a further part of the current passes from the junction of rails 86 and rails 85 along further rails 86 of section 74 (extending from insulation to insulation 101), rails 86 of section (extending from insulation 101 to insulation 97) to wire 96 connected to rails 86 opposite to insulation 97, thence byway of wire 96, relay 98, wire 99, to rails 100 near insulation 97, thence by way of rails 100 to insulation 101, thence by way of wire 102, relay 103, wire 104, to rails 105 of section 74 near to insulation 101, thence by way of rails 105 and along said rails 73 back to the battery 1 by way of the path hereinbefore described; the remainder of the current arriving at the rails 25 by way of the wire 24 passes from the rails 25 to the rails 42 by way of wire 106, relay 109, wire 110, to rails 317 of section 50 near insulation 2, along rails 317 to rails 42 by way of the wheels and axles of the train that is assumed to be in section 50 or, in its absence, along rails 317 to near insulation 6, then by way of wire 16, relay 300, and wire 229 to rails 42. Thus all the said relays 54, 27, 35, 40, 59, 88, 94, 67, 83, 103, 98, and 109 are energized and the positions of the arlnatures of relays 54, a7, 40, and 59 are at this stage used for testing whether the road A, the points thereof, and the rails adjacent to the points are in order and unoccupied by a railway vehicle to ascertain whether the points relating to road A may be duly moved into the required position for that road if they are not already in the required position. The energization oi the said relays 54, 27, 40, and 59 enables current to low from insulated contacting piece 7 to contact 3, thence by way of wire 10. insulated contact 11 on switch arm B and contact 12 (which are in contact if, as is assumed, switch arm B is in its neutral position). wires 13 and 14, armature 177 of relay 27, contact 178, wire 179, insulated con tact 180 on armature 149 of relay 59, contact 181, wire 182, contact 142, insulated contact 141 on armature 150 of relay 40, wire 183, armature 185 of relay 54, contact 99. wire 184, insulated contact 186 on switch a run A, contact 31, wires 30 and 138, coil 155, and by ay of wires 190 and 45 to battery 1. The armature 153 of the coil 155 is :uiapted, when the coil 155 is de-energized, to lock the switch arm A against its movement from an earlier position into a later position. but when the said coil 155 is cnergized, to unlock the switch arm A; the armature 153 is provided with a resilient stop 154 adapted by being ramped in one direction or arranged in cam form to prevent movement of switch arm A from an earlier position into a later position when the coil is (lo-energized but at the same time to allow the switch arm to be moved from a later flO iii

iosition into an earlier position: the switch arms I) and C are provided with similarly acting locking means. The insulation 57 should be put at such a distance from road that no part of any vehicle standing on any part or track III will foul track I without short-circuiting the relay 59 and a similar ren'iarli' applies as regards the fouling of track ll by a vehicle on track III; conqucnt y where the length er the track III is so short that one insulation such as 57 cannot be sulliciently flistant f om both of the tracks I and II for the purpose in question two insulations each provided. with a cu-resoonding relay should be used and adapted as indicated. herein detect whether anv part of a vehicle standing on track III i foulingtract: I or tract: II. T ie signah nian, tii'uling switch arm A. unlocked and consequently knowing that all. is in order for the setting of the poi; is for road A- i e. that the rails of the road A, the points blades, and the ails adjacent to the points are intact, that the insulations intact, and that the road A and the rails adjacent to the points are unoccupied, moves switch arm A further to the right into a second poi-sition in which its insulated contacting piece 7 makes contact with contact 160 and its insulated contacting piece 17 makes contact with contact and current flows from battery 1. to insulated contacting piece 7 and from insulated contacting pic 17 back to battery 1 by way oi the pa is hereinheiore described with rc'imrcnce to the f rst position on the right of switch arm A, whilst the (low from insulated conta ,:ting piece 7 to ins late/d contacting piece 17 .is by way of contact tilt), wires 32 and +19, motor '12, wire 53, and contact 1.5.). The motor 52, being thus energized, moves the points into the required position and locks them in the known way. 11 the said points are in the required position the points indicator SA relating to tl'iose points completes in part ly correuoonding contacts and connections the circuits next required For road A. The points having been moved into the correct position, the Signalman moves si'vitch arm irther to the right into a third position in which its insulated contacting piece 7 makes contact with contacts 77 and 161, its insulated (izontzcting piece 17 makes contact with contact 78 and its insu ated contact 186 makes contact with contact 187 and current passes from battery 1 to insulated contacting piece 7 and from insulated contacting piece 17 back to battery 1 by way oi? the paths here lllllQIOlG described with reference to the first position on the right of switch arm A, whilst the flow from insulated contacting piece 7 to insulated contacting piece 17 by way of contact 77 vire 165, insulated contact 166 of points indicator SA and contact 167 (which are in contact if, as is assumed, the

(-orr spending points are duly set in the correct position for a train to proceed along road A over those points), wires 168, 169, a1 ('1. 22, resistance 23, wire 24, and rails 25, rice to wire 1&3 as. licreinbeiore described L- -h inter alia the coils 0-1 the relays 40, 2-55, and 59, whi h are consequently zed if the respective sections are all i including their being unoccupied X'QlllCltE or pairs of wheels thereof, and i 1 wire 4:3 by way of wire 172 and contact The movement of the armatures of the mentioned relays produced by their en- ZtlijlOll causes current to flow by way of act 161, wire 17?), insulated contact 202 on switch arm I) and contact 203 (which are in contact if the switch arm B is in its neutral hulil0l1 thence by way of Wire 228, contact 1'74, armature 175 of energized relay wires 176 and 1 1, armature 177 of energized relay 27, contact 178, wire 179, in sulated contact- 180 of armature 149 of enerized relay F9, contact 181, wire 182, cont 1412, insulated contact 141 of armature o ized relay 40, wire 183, armature I 7 ener cners ind 1-5), to battery 1. The coil. 155 is energized and. its cnergization causes unlocking of switch. arm A in the manlicreinhe't'ore described. The signalman soiling switch arm unlocked and consequently lmowing that all is in order for making road A i. e. for supplying clearance current to the train in section to enable it to pass along road A-moves itch arm A into the fourth position on the ht in which its insulated contacting piece makes contact with contact 164: and its insulated contacting piece 17 makes contact with contact 168 and current: passes from battery '1 to insulated contacting piece 7 'i'roni insulated contacting piece 17 back to battery l by way of the paths hereinbetore described with reference to the first position on the rigid; of switch arm A, whilst the flow from insulated contacting piece 7 to insulated contacting piece 17 is by way of contact 16%, wire 195, contact 211 and insulated contact 212 of the Points indicator SA (which are in contact if, as is assumed, the corresponding points are duly set in the correct position for a train to pro- (teed along road A over those points), wire 21:), insulated contact 216 of switch arm B and contact 217 (which are in contact if switch arm I3 is in its neutral position), wire 82 to rails 37 opposite to insulation 4, thence by Way of rails 37 up to insulation. 38, thence by way of wire 39. relay 40, wire 4:1 to rails 42, thence by way of rails 42 to wire 4&3 opposite to insulation 4:, and thence by way of wires 43, 172, and 171, and contact 163.

The resistance of the relay 40 and in fact the resistance of all the other track relays used should be low for best results and the current or currents of electricity used for testing any said track relays should be different in form, nature. direction strength, or frequency from that supplied for the purpose of giving a train clearance; only one source of electricitynamely, battery lis shown in the diagram and has hitherto been mentioned in connection therewith for convenience of illustration but it is to be understood that any number of sources of electricity may be used. Thus, one source of electricity may be used for the purpose of testing, another for the purpose of operating the points, and another for supplying clearance electricity. Difference in strength between the current used for energizing the relays in the testing operations and the current for giving a train clearance is, in the example illustrated by the diagram, produced by causing the former current to flow to the said relays by way of resistance 23 so that the current then flowing is sufiicient for the purpose of energizing the said relays but insufficient for the purpose of giving a train clearance and by causing the latter current to flow by way of a path that does not include the said resistance 23 and furthermore short-circuits certain though not all of the said relays so that the said latter current is sufficient for the purpose of giving a train clearance. For convenience of illustration all the track relays have been stated to be energized when the switch arm A occupies the first and second positions on the right but with any particular position of the switch arm A only those relays need be energized whose armatures are to he used for the purpose of forming part of an unlocking circuit for the switch arm. The current thus caused to pass through the rails 37 and 42 of road A and section 50 is adapted to produce an indication of line clear on the train by means of suitable apparatus thereon or to preventthe production of a warning or stopping operation thereon by apparatus adapted to produce such an operation in the absence of the flow therethrough of current suitable for restraining the production of such operation. It is of course to be understood that in all cases the current of clectricity supplied to the train should be led to the track rails at a point at the end of the road that is remote from the end of the road at which the train enters the road so that if there be a failure of a material connection the train will be automatically warned or stopped. Instead of relying on apparatus on the train adapted to be influenced as just stated by current passing through the rails of the-track the apparatus on the train may be adapted to produce a warning or stopping operation or both only under the influence of ramps on the track and then only in the absence of a rest-mar ing current and hereinafter will be described an arrangement whereby the train current will be caused to pass through such ramps instead of along the track rails so as to prevent a warning or stopping operation or warning and stopping operation from being performed on the train in contact with one of the ramps. Again instead of supplying the clearance current to the train at all it may be arranged to control the placing of signals into the line clear position, signals being then relied on exclusively; or the operation of signals may thus be controlled in the manner just described in addition to the supplying of cu-rrent to trains for producing indications or controlling the operation of apparatus thereon.

If there is any other road to be made be yond road A it is or may be correspondingly equipped and in the case of all roads (including both down and up roads) with the exception of track terminating roads such as roads A, B. and C. a section or portion in advance of the road to be made is tested in the manner hereinbefore illustrated with reference to road A to ascertain if any other train is on any part of that section or portion. i

Any road may be made for a train in a manner corresponding to that herein indicated by the .use of separate switches for effecting operations hereinbefore described as effected by one switch but in that case the separate switches should each have contacts and connections whereby the making of a road by a switch or switches pertaining to a conflicting road or roads is rendered impossible in a manner such as that hereinbefore described with reference to the use of switch arm A in connection with road A, unless the switches for the road inquestion are in their neutral position.

If clearance ah-Ing a road is to be obtained by the use of track signals, the clearance (fl'lllefit. instead of being led as aforesaid. is supplied to an operating device, as for example. an electromagnet the arma ture of which is adapted, on the energizationof the electromagnet, to move a signal arm or allow it to move or be moved into the line-clear position.

In the case of the testing and the making of road A. a train being on section 61 (which extends to the right of section 60 "from insulation 6 to insulation 192) the Signalman moves switch arm A from itsncutral position into a first position to the left of its neutral position in which its insulated contacting piece 7 makes contact with contacts 221 and 79, its insulated eontacting piece 17 makes contact with contact llel, and its insulated contact 242 makes contact with contact 108. Current now passes from battery 1 by wires 19 and 20 to the insulated contacting piece 7 of switch arm A, contact 221, wire 218, and wire 43 to rails 42 and thence to the rails 317 by way of the paths hereinbefore described with reference to the first position on the right of switch arm A but in the opposite direction and (as for convenience of description section 50 along with the other pertinent portions of the tracks is assumed to be unoccupied) through relay 300 in addition to all the other relays, thence by way of wire 111, contact 114, insulated contacting piece 17, and back to battery 1 by way of wires 44 and 45. The train on section 61 short-circuits a track relay (not shown) joined across the rails of section 61 but that relay is not used for the testing; of road A. If all is in order, the relays relating to the points common to tracks I and III (namely 59, 40, 54, 27, and 109) are duly energized and consequently enable current to flow from insulated contacting piece 7 to contact 79, thence by way of wire 99, insulated contact 197 on switch arm B and contact 198 (which are in contact if, as is assumed, switch arm B is in its neutral position). wire 1199, contact 200. insulated contact 201 on armature 177 of relay 27, wire 204, insulated contact 205 on armature 149 of relay 59, contact 206, wires 207 and 251, contact 208, insulated. contact 209 on armature 1500f relay 40, wire 210, insulated contact 214 on armature 185 of relay 54, contact 220. wire 222, contact 223. insulated contact 224 on armature 116 of relay 109, wires 252, 225, and 241, insulated contact 242 on switch arm A, contact 108, wires 107, 234, and 138, coil 155, and back to battery 1 by way of wires 190 and 45. The energization of coil 155 causes the unlocking of switch arm A, and the signalman, finding); switch arm A unlocked and consequently knowing that all is in order for the setting of the points for road A, moves switch arm A further to the left into a second position in which its insulated contacting piece 7 makes contact with contact 226 and its insulated contacting piece 17 makes contact with contact 115 and current passes from battery 1 to insulated contacting piece 7 and fronrinsulated contacting piece 17 back to battery 1 by way of the paths hereinbelt'ore described, whilst the flow from insulated con-- tacting piece 7 to insulated contacting piece 17 is by way of contact 226, wires 112 and 49, motor 52, wires 53 and. 227, and contact 115. The motor 52, being thus energized, moves the points and locks them therein in the known way. The signalman then moves. switch arm A. further to the left into a third position in which its insulated contacting piece 7 makes contact with contacts 12-2 and 230, its insulated contacting piece 17 makes contact with contact 123, and its insulated contact 242 makes contact with contact 233, and current passes from battery 1 to insulated contacting piece 7 and from insulated contacting piece 17 to battery 1 along the paths hereinbefore described, whilst the flow from insulated contacting; piece 7 to insulated contacting piece 17 is by of contact 122, wire 231, con tact and insulated contact 215 of points indicator SA (which are in contact if the points connecting tracks I and III are set in the correct position), wires 237 and 43, to rails 42, and thence to wire 111 by way of the relay-energizing path described with reference to the first position on the left oi switch arm A through inter alia the coils of the relays 35, 27, 59, 40, 54, and. 109, then by way of wires 111 and 113 and contact 123. The movement of the arnuitures of the last mentioned relays produccd by their energization causes current to [low by way of contact 230. wires 232 and contact 301 and insulated contact 302 of switch arm B (which are in contact ii switch arm B is in its neutral position). wires 253 and 228. contact 174. armature 175 of relay 35, wires 176 and 14. armae ture 177 of relay 27, contact 178, wire 179. insulated contact 180 of armature 149 of relay 59. contact 181, wire 182, contact 142. insulated contact 141 of armature 150 of relay 40. wire 183, armature 185 of relay 54. contact 119. wire 118. contact 117, armature 116 of relay 109, wire 157, armature 158 of relay 300, contact 295, wire 241, insulated contact 242 of switch arm A, contact wires 234 and 138, coil 155, and wires 190 and 45, to battery 1. The energ'ization of coil 155 causes the unlocking of switch arm A and the signalman finding switch arm A i'inlo'cked and consequently knowing that all is in order for supplying clearance current to the train on section 61 to enable it to pass along road A, moves switch arm A still further to the left into a fourth position so as to bring its insulated contacting piece 7 into contact with contact 243. and its insulated contacting piece 17 into contact with contact 245 and current passes from battery 1 to insulated contactinsr piece 7 and from insulated contacting piece 17 back to battery 1 by way of the paths hereinbefore described with reference to the last two preceding operations of switch arm A. whilst the flow from insulated cont-acting piece 7 to insulated contacting; piece 17 is by way of contact 243, wires 219, 218, and 43, rails 42, to insulation 38, wire 41, relay 40, wire 39, rails 149, rails 37, wire 247, contact 248 of points indicator SA and contact 249 (which are in contact if the points connecting tracks I and III are in the correct position), wire .250, insulated contact 151 of switch arm B and contact 303 (which are in contact if switch arm B is in its neutral position), wires 304 and 262, and contact Current or electricity is thus supplied to the train on section 61 and will continue to be supplied to the train right up to its arrival at the end of road A.

It will now be explained how a signalman tests and makes road B for a train on for example section 50, it being assumed, as in the case of road A, that no other train or vehicle is on the system of tracks and that the due passage of current is not interfered with by rail breakage or failure of insulation or otherwise. The Signalman moves switch'arm B from its neutral position to a first position to the right ot the neutral position in which its insulated contacting piece 306 makes contact with contacts 307 and 125, its insulated contacting piece 313makescontactwithcontact312,itsinsulated contact 121 makes contact with contact 139, and current passes from battery 1 by way of wires 19 and 305, insulated contacting piece 306 of switch arm B, contact 307, wires 308 and 169. to wire 22, thence by the paths previously traced in connection with road A through relays 54, 27, 35, 40, 59, SS, 94, 67, S3, .103, 98, and 109, to Wire 43, and thence by way of wires 43, 309, 310, and 311, contact 312, insulated contacting piece 313 on switch arm B, wire 314, and back to battery 1 by way of wires 44 and 45. Thus all the last mentioned relays are energized and the positions of the armatures o't relays 27. 40, 54, 59, 67, 83, 88, and 103 are at this stage used "for testing whether the road B, the points thereof, and the rails adjacent to the points are in order and unoccupied by a railway vehicle to ascertain whether these points may be duly moved into the required positions for that road if they are not already in. the required positions. T he energization of the said relays 27, 40, 59, 67, S3, 88, and 103 enables current to flow from insulated contacting piece 306 to contact 125. thence by way of wire 127. insulated contact 123 on switch arm A and contact 129 (which are in con tact if. as is assumed, switch arm A is in its neutral position), wire 130, insulated contact 131 on switch arm 0 and contact 132 (which are in contact it, as is assumed, switch arm C is in its neutral position), wires 133 and 136, armature 356 of relay 83. contact 357, wire 353, armature 359 0:1 relay 67. contact 360. wire 361, contact 362, armature 363 of relay 83. wire 364. armature 365 or relay 103. contact 366, wire 367, insulated contact 368 on armature 150 of relay 40, contact 369, wire 370, insulated contact 371 on armature 149 of relay 59, contact 372, wire 373, insulated contact 374 on armature 177 of relay 27, contact 375, wire 376, insulated contact 377 on armature of relay 54, contact 373, wires 379 and 265,000 330, wires 381, 341, and 137, contact 139, insulated contact 121 on switch arm B, wires 348, 349, and 311, and thence back to the battery by way of wires 44 and 45. The function of the coil 330 is similar to that of the coil 155 hercinbe'iore described with re terencc to the testing and making of roads A and A and consequently its cnergization causes the unlocking of switch arm B, and the Signalman, finding switch arm B an locked and consequently knowing that all is in order or setting the points, moves switch arm B further to the right into a second position in which its insulated contacting piece 306 makes contact with contact 315 and its insulated contacting piece 313 makes contact with contact 326 and current flows from battery 1. to insulated contacting piece 306 and from insulated contacting piece 313 back to battery 1 by way of the paths here inbefore described, whilst the flow from insulated contacting piece 306 to insulated contacting piece 313 is by way 01: contact 315, wires 140 and 143, motor 52, wire 144, motor 145, wire 146, and contact 326. The motors and 145, being thus energized, move the points connecting tracks I and III and the points connecting tracks II and III into the positions required for making road B and lock them therein in the known way. The signalinan then moves switch arm B further to the right into a third osition in which its insulated contacting piece 306 makes contact with contacts 147 and 327, its insulated contacting piece 313 makes contact with contact .152, and its insulated contact 121 makes contact with contact 124, and current passes from battery 1 to insulatci'l contacting piece 306 and from insu latcd contacting piece 313 back to battery 1 by way oi the paths hereinbe tore described, whilst the flow from insulated contacting piece 306 to insulated contacting piece 313 is by way of contact 147, wire 318, insulate-d contact 319 on points indicator SA and contact 320 (which are in contact if the points connecting tracks I and III are home in the correct position), wire 321, insulated contact 322 on points indicator SC and contact 323 (which are in contact if the points connecting tracks II and III are home in thc correct position), wire 324, wire 169 to wire 22, and thence by the paths previously traced in connection with the first position to the right of switch arm B throiurh relays 54, 27, 40. 59, 88, 94, 67, 83, 103. 93. and 109 to wire 311, and thence by way oi wires 311 and 325 and contact 152, The movement of the armatures of relays 94. 33. 67. S3, 103. 40, 59, 27, and 54 produced by their energization causes current to flow by way or" contact 327 thence by way of wire 323. insulated contact 329 on switch arm A. and contact 330 (which are in contact if as is assumed switch arm A is in its neutral position), wire 331, contact and insulated contact 333 on switch arm (1 (which are in contact if as is assumed switch arm C is in its neutral position), wire 334:, armature 353 of energized relay 91, contact wires and 136, armature 356 of energized relays 88, contact 357, wire 358, armature 359 of energized relay 67, contact 360. wire 361, contact 362, armature 363 of energized relay 83, wire 364;, armature 365 of energized relay 103, con tact 366, wire 367, insulated contact 368 on armature 150 of energized relay 40, contact 369, wire 370, insulated contact 371 on armature 1 19 of energized relay 59, contact 372, wire 373, insulated contact 37 1 on armature 177 of energized relay 27, contact 375, wire 376, insulated contact 377 on armature 185 of energized. relay 5 1, contact 378, wires 379 and 265, coil 380, wires 381 and 341, contact 12st, insulated contact 121 of switch arm I3, rires 348 and 34:9, to wire 314, and thence back to battery 1 by way of wires 14: and 415. The coil 380 is thus energized and its energization causes the unlocking of switch arm B in the manner hereinbefore described. The Signalman finding switch arm B unlocked and consequently knowing that all is in order for supplying clearance current to the train on section 50 to enable it to pass along road B, moves switch arm B still further to the right into a fourth position, in which its insulated contacting piece 306 makes contact with contact 382 and its insulated contacting piece 313 makes contact with contact 383 so that current passes from battery 1 to insulated contacting piece 306 and from insulated contacting piece 313 back to battery 1 by way of the paths hereinbefore described with reference to the first position on the right of switch arm 13, whilst the flow from insulated contacting piece 306 to insulated contacting piece 313 is by way of contact 382, wire 384i, insulated contact 385 on switch arm A and contact 386 (in contact only when switch arm A is in its neutral position), wire 387 insulated contact 388 on switch arm- C and contact 389 (in contact only when switch arm C is in its neutral position), wire 390, contact 391 and insulated contact 392 on points indicator SA (which are in contact if as is assumed the corresponding points are in the correct position for a train to pass thereover from track I to track III), wire 393, insulated contact 39 1 on points indicator SC and contact 395 (which are in contact if as is assumed the corresponding points are in the correct position for a train to pass thereover from track III to track II), wire 396 to the rails 86 opposite to insulation 90, thence along rails 86 and points blade 85, to near insulation 80, thence by way of wire 84, relay 83, and wire 81 to the rails 73 on the other side of insulation 80, thence by way oi? rails 73 and i2 to wire 113 opposite to insulation 6, and thence by way of wires 13, 309, 310, 311, 325, and 316 and contact 383. The current now passing by way or rails 86, points blade 85, and rails 73 and 12 enables a train equipped with apparatus such as hereinbefore described to pass on and along road B.

In the case 0'! the testing and the making of road B, a train being supposed to be on section 71, the signalman mores switch arm B from its neutral position into a first position to the left of its neutral position in which its insulated contacting piece 306 makes contact with contacts 397 and 156, its insulated contacting piece 313 makes contact with contact 398, and its insulated contact 4129 makes contact with contact 120. Current now passes from battery 1 by way of wires 19 and 305, insulated contacting piece 306 on switch arm B, contact 397, and wires 399, 31 t, 310, 309, and 13 to rails 12 and thence to the wire 308 by way oi the paths hereinbelore described with reference to the first position to the right of switch arm B but in the opposite di rection and for convenience of description section 50 along with the other per tinent portions of the tracks is assumed to be unoccupied) through relay 300 in addition to all the other relays, thence by way of wires 308 and 100, and contact 398 to insulated contacting piece 313, and back to battery 1 by way of the path hereinbefore described. It all is in order for setting the points, the relays 27, 4L0, 54, 59, 67, 83, 88, 103, and 109 are duly energized and consequently enable current to flow from insulated contacting piece 306 to contact 156, thence by way of wire 162, insulated contact 2 on switch, arm A and contact 255 (which are in contact if, as is assumed, switch. arm A is in its neutral position), wire 256, insulated contact 257 on switch arm C and contact 258 (which are in contact it, as is assumed, switch arm C is in its neutral position), wire 259, insulated contact 260 on armature 356 of energized relay 88, cont-act 261, wire 263, insulated contact 227 on armature 359 of energized relay 67, contact 236, wire 238, contact 239, insulated contact 240 on armature 363 of energized relay 83, wire 24.6, insulated contact 267 on armature 365 of energized relay 103, contact 268, wires 269 and 251 contact 208, insulated contact 209 on armature 150 of energized relay 40, wire 210, insulated contact 21d on armature 195 of energized relay 5%, contact 220, wire 222, contact 223, insulated contact 2241; on armature 116 of energized relay 109, wires 252, 270, and 265, coil 380, wires 381, 183, and 170, contact 188, insulated contact 429 on switch arm B, and back to battery 1 by Way of wires 433, 349, 31, 44, and 15. The

energization of; coil 380 causes the unlocking of switcharm Band the signalman, finding switcharm B; unlocked and: consequently knowing that allisin order for the setting of the points for road B moves switch arm B further to the left into a second position in; which its insulated contacting piece 306 makes; contact with contact 401 and its insulated: contacting .piece 313 makes contact with contact 402- and current passes from battery 1 toinsulated contacting piece 306 and: from insulated contacting; piece 313 back to battery 1 by way of the paths here inbefore. described, whilst-the-flow from insulated contactingpiece 306 to insulated contasting; piece 313 is byway of contact 401, wires. 191-and'143, motor 52, wire 144, motor 145,,wires 146 and 193, andcontact 402. The

motors 52; and 145, being thus energized, move the points connecting tracksv I and III and the pointsconnecting tracks II and III into the positions required for making road B and lock them therein in the known way. The Signalman then moves switch arm B further to the left into;a third position so that its insulated contacting piece 306-makes contact with contacts 194 and 411, its. insulated contacting piece 313 makes contact with contact, 196, and its insulated contact 429makes contact with contact 120; current consequently flows from battery 1 to insulated-contacting piece 306 of switch arm B and, from insulated contacting piece 313 to battery 1 along the paths hcreinbe'lore described, whilst" the flow from insulated contacting piece 306 to insulated contacting piece 313 isby way of contact 194, wire 403, contact 404 and insulated contact 405 of points indicator SA (which are in contact if the points connectingtracks I and III are home in the correct position), wire 406, insulated contact 407 on points indicator SC and contact 408 (which are in contact if the points connecting tracks II and III are home in the correct position), and wire 409 to wire 310, and thence to wire 308 by way of the path hereinbefore described with reference to the first position on the left of switch arm B through inter alia the coils of the relays 109, 300, 94, 88, 67, 83, 103, 40, 59, 27 and 54, then by way 01 wires 308 and 4 10 and'contact 402. The movement of the armatures ot' the last mentioned relays produced by their energization causes current to flow by way of contact 411, wire 41.2, contact 413 and insulated contact 414 on switch arm C (which are in contact it as is assumed switch arm C is in its neutral position), wire 415, contact 416 and insulated contact 417 on switch arm A (which are in contact if as is assumed switch arm A is in its neutral position), wire 41S, contact. 437, insulated contact 438 on armature 116, of energized relay 109, wire 439, insulated contact 440onarmature 158 of energized relay 300,,contact 441., wire 442 to armature 353, of relay 94, thencet'o the coil 380iby way of. the armature path hereinbe't'ore described with reference to the corresponding position: occupied by switch arm B when: testing roadl B, and after passing through the coil 380 the current passesby way of wires 381 and 183, contact 120, insulated contact 429, wires 433v and 349 back to battery- 1 by way of wires 314, 44, and 45. The energization of coil. 380 causes the unlocking of; switch, arm B, and the signalman, finding switch arm, B unlocked and consequently knowingthatallfl is in order for supplyingfclearance. current to thetrainonsection 71 to enable it, to pass; along road B, moves switch arm B still; further to the left into a fourth positionso as to bring its insulatedcontacting piece- 306 into contact with contact 444 and its insulated, contacting piece 313 into contact with contact 1445, and, current. consequently passes. frombattery 1 to insulated contacting piece 306 and frominsulated contacting piece 313 back to battery 1, by way of the paths hereinbefore described with reference to the last two preceding operations of switch arm B, whilst. the flow, from insulated contacting piece 306 totinsulated. contacting piece 31,3is by way; of contact 444, wire 446, contact 447 and: insulated. contact 448 on points indicator SA (which are'in; contact if the points connecting tracks I and, III arehome in the correct position), wire 44 9, insulated contact 450 on points indicator SC and contact 451 (which are incontact if the points connecting tracks II and III are home in the correct position), wire 452, insulated contact 453 on switch arm C and contact 454 (which are in contact if as is assumed switch arm C is in its neutral position), wire 455, insulated contact 456 on switch arm A and contact 457 (which are in contact if as is assumed switch arm A is in its neutral position), and wires 458, 309, and43, to rails 42, thence to rails86 by way of the path hereinbefore described with reference tothe corresponding position occupied by switch arm 13 when making road B but in the opposite direction,along rails 86 to wire 266,'and thence by way of wire 266 and contact 445. Current or electricity is thus supplied, to the train on section 71 and will continue to be supplied to the train right up to its arrival at the end of the roadB.

The connections and, operations for the testing and theimaking of roadsC and C are similar to those hereinbefore described for the testing and making of roads A and A but for the sake of clearness not all-the connections pertaining to roads C andC' are shown.

For the purpose of illustrating the em ployment of ramps in apparatus according to the invention two rampsnamely, a warning ramp 290 and a stopping ramp 291are shown in section 61. The stopping ramp is adapted to give a contacting device on a train, on interacting therewith, a displacement that differs from the displacement which the warningramp is adapted to give the said contacting device. In this way the warning ramp is adapted in the absence of electrical restraint to cause the production of a warning operation on a train and the stopping ramp is adapted in the absence of electrical restraint to cause the production of a stopping operation on a train. The ramps 290 and 291. relate to road A and have common to them a wire 292 which is connected by a wire 293 with contact 244 of switch A so that after road A has been tested and when switch arm A is moved to occupy the fourth position to the left of its neutral position the said restraining electricity or clearance current passes from battery 1, by way of wires 19 and 20, insulated contacting piece 7 of switch arm A, contact 244, wire 293, ramp 290 or ramp 291 (whichever be in contact with the contacting device of the train), the said contactin device, means on the train for restraining a warning and (or) stopping operation, wheels of the locomotive, rails 37, wire 247, the path through the points indicator contacts and the contacts of switch arm B previously traced for the train-clearance current for road A, contact 245, insulated contacting piece 17 of switch arm A, and wires 44- and 45 to battery 1.

Instead of employing rails of the track for the clearance current as hereinbefore described there may be used similarly a con ductor running parallel with the rails.

The length of a track portion or section the condition of which is adapted to be indicated by a track relay provided therefor is determined by the conditions of track ballast or other circumstances and may in some cases be only a :few feet. The track relays of difi'erent track portions or sections may obviously be adapted to be energized by different sources of electricity instead of by one as shown in the diagram.

The track apparatus may be adapted to supply for the clearance of trains along a given portion of track currents or electricity diflering (as in direction or frequency) for the two directions of travel of the trains and the apparatus on the trains may be adapted to give clearance for the two directions only when receiving current or electricity appropriate (as in direct-ion or frequency) to the direction of travel.

When a train has passed out of the required road the Signalman should place the switch arm pertaining to that road in its neutral position in order that its contacts may, as hereinbefore indicated, close in part circuits required for the testing and making of some other road. Any train-clearance circuit may if desired be formed in part by contacts pertaining to any suitable track or other relay or device (for example a signal).

lVhat I claim is 1. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, traffic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be (lo-energized when disconnected from such energizing source or sources or when shortcircuited therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, and a traffic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be de-energized on the failure of the corresponding insulation, substantially as described.

2. Apparatus according to claim 1 comprising, for the making by a Signalman of a road including one of said track portions, manual road-making means, electromagnetic locking means adapted unless energized to prevent said road-making means from being so operated as to permit the passage of a train over said road, and means adapted to cause said electromagnetic locking means to be energized only when all said electroresponsive devices are energized, substantially as described.

3. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, tratlic-controlling electro-responsivc devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in such rail portion joining opposite sides of a track portion. a trafiic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be de-energizcd on the failure of the corresponding insulation, manual road-making means for the making of a road including one of said track portions by a Signalman, a traflic-controlling electro-responsive device connected to rails of a track portion immediately in front of said road and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when short-circuited therefrom,

as by conductively connected wheels of a railway vehicle, electromagnetic locking means adapted unless energized to prevent said road-making means from being so operated as to permit the passage of a train over said road, and means adapted to cause said electromagnetic locking means to be energized only when all said electro-responsive devices are energized, substantially as described;

4. Track apparatus for the electrical con trol of trains on joining track portions comprising a source or sources of electricity, traffic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a tratfic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be tie-energized on the failure of the corresponding insulation, and, for testing a road including one of said track portions, switching means adapted for use by a signalman and to connect and disconnect said energizing source or sources and said electro-responsive devices so as to energize and tie-energize said devices, substantially as described.

5. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, traffic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of atrack portion. a traffic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be deenergized on the failure of the corresponding insulation, a traffic-controlling electro-responsive device conuected to rails of a track portion immediately in front of a road including one of said track portions and adapted to be energized by electricity from said source or one or more of said sources and to be dernergizcd when disconnected from such energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, and, for said road, switching rneans adapted for use by a signalman and to connect and disconnect said energizing source or sources and said electro-responsive devices so as to energize and de-energize said devices, substantially as described.

6. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, traffic-controlling electroaesponsive dev'ces constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be tie-energized when disconnected from such energizing source or sources or when Sl101'tCl1'(ullGtl therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portionjoining opposite sides of a track portion, a traffic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be de-energized on the failure ot the corresponding insulation, for testing and making a road including one of said track portions switching means adapted for use bya Signalman and in one position to disconnect said energizing source or sources from said electro-responsive devices so as to de-energize said devices, in another posi tion to connect said energizing source or sources with said electro-responsive devices so as to energize said devices, and in yet another position to permit the passage of a train over the road to which said switching means pertains, electromagnetic locking means adapted unless energized to prevent said switching means from being moved into the last mentioned position, and means adapted to cause said electromagnetic locking means to be energized only when all said electro-responsive devices are energized, substantially as described.

7. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, trafiiocontrolling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when shortcircuited' therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides ot a track portion, a tratl ic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be de-energized on the failure of the corresponding insulation, a trallic-controlling electro-responsive device connected to rails of a track portion immediately in front of a road including one of said track portions and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when shortcircuited therefrom, as by eonductively connected wheels of a rail way vehicle, and, for testing and making said road, switching means adapted for use by a Signalman and in one posi -on to dis connect said energizing source or sources from said electro-responsive devices so as to leenergize said devices, in another position to: connect said energizing source or sources with said electro-responsi'vc devices so as to energize said devices, and in yet another position to permit the passage of a train over the road to which said switching means pertains, electromagnetic locking means adapt-- ed unless energized to prevent said switching means from being moved into the last mentioned position, and means adapted to cause said electromagnetic locking means to be energized only when all said elecliro-responsive devices are energized, substantially as described.

Track apparatus for the electrical. control of trains on track portions joined together by points comprising a source or sources of electricity, tratiic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be tie-energized when disconnected from such energizing source or sources or when short-circuited therefrom, as by coinluctivel y connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a traflic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be de-e'nen gized on the failure of the corresponding insulation, manual road-making means for the making by a signalman of a. road includ' ing one of said track portions, electromag -netic locking means adapted unless energized to prevent said roadanaking means from being so operated as to permit the passage of a train over the said read, and means adapted to cause said electromagnetic locking means to be energized only when said points are properly set for said road and all Said elect-ro-responsive devices are energized, substantially as described.

9. Track apparatus for the electrical eontrol of trains on track portions joined together by points comprising a source or sources of electricity, traffiocontrolling electro-responsive devices constituting a first set connected to rails of the track portions re spectively and adapted to be energized by electricity from said source or one or more of said sources and to be Clo-energized when disconnected from such energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of atrack portion, a traflic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be lo-energized on the failure of the correspondi if insulation, manual road-making means For the making by a signalman of a road including one of said track portions, a traffic-controlling electro-responsive device connected to rails of a track portion immediately in front of said road and adapted to be energized by electricity from said source or one or more ct said sources and to be die-energized when disconnected from such energizing source or sources or when sliort-eircuited therefrom, as by conductivcly connected Wheels of a railway vehiele, electro-magnetic locking means adapted unless energized to prevent said road-making means from being so operated to permit the passage of a train over the said road, and means adapted to cause said elecl'ren'nagnetic locking means to be energized only when said oints are properly set for sair l road and al said electro-responsive devices are energized, substantially as de-- scribed.

l 0. Track apparatus for the electrical control. of trains on track portions joined together by points comprising a source or sources of electricity, trafiic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said SOllllO or one or more said sources and to be rile-energized when disconnected from such energizing source or sources or when short-circuited therefrom, by conductively connected wheels of a railway vehicle, an insulation located in each rail. portion joining opposite sides of a track portion, a trafiic-controlling electro-respondevice of a second set bridging each said insulation and, adapted to be tie-energized on the failure of the corresponding insulation, for testing a road including one of said track portions switching means adapted 't'or use by a Signalman and to make in part and to break the connection between said energizing source or sources and said electro-responsive devices, and circuit-closin and opening means adapted to be moved by the points pertaining to said road and only when said points are properly set for said road to co-operate with said switching means in completing said connection, substantially as described.

11. Track apparatus for the electrical control of trains on track portions oined together by points comprising a source or sources of electricity, traffic-controlling ele3- tro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when short-circuited therefrom, asby conductively connected wheels of railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a tratlic-controlling electro' connected "from such energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, and for testing said road switching means adapted for use by a signalman and to make in part and to break the connection between said energizing source or sources and said electro-responsive devices, and circuit-closing and opening means adapted to be moved by the points pertaining to said road and only when said points are properly set for said road to co-operate with said switching means in completing said connection, substantially as described. 12. Track apparatus for the electrical control of trains-on track portions joined together by points comprising a source or sources of electricity, traffic-controlling electr o-responsive devices constitutinga first set connected'to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be tie-energized when disconnected from such energizing source or sources or when short-circuited therefrom, as by conduotively connected wheels of a railway vehicle, an insulation located in each rail portion oining opposite sides of a track portion, a traflic-controlling electro-responsive device ofa second set bridging each said insulatio'n'and adapted to be tie-energized on the failure of the corresponding insulation, for testingand making a road including one of said track portions switching means adapted for use by a Signalman and in one position to disconnect said energizing source or sources from said electro-responsive devices so as to de-energize said devices, in another position to connect said energizing source or sources with said electro-responsive devicesso as to energize them, and in yet another position to permit the passage of a 'train over the road to which said switching mean pertains, electromagnetic locking means adapted unless energized to prevent said switching means from being moved into the last mentioned position, and means adapted to cause said electromagnetic locking means to be energized only when said points are properl set for "said road and all said electro-res'po'nsive devices are energized, substantially as described.

13. Track apparatus forthe electrical control of trains on track portions joined together by points comprising a source or sources of electricity, trafficcontrolling electro-responsive devices constituting a first set connected to rails of'the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be tie-energized when disconnected from such energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a trafiic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be 'de energized on the failure of the corresponding insulation, a trallic-controlling electr c-responsive device connected to rails of a track portion immediately in front of a road including'one of said track portions and adapted to be energized by electricity from said source or one or more of: said sources and to be de-energized when disconnected from ,snch-energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, and for testing and making said road switching means adapted for use by a Signalman and in one position to disconnect said energizing source or sources from said electro-responsive devices so as to tie-energize said devices, in another position to connect said energizing source or sources with said electro-responsive r devices so as to energize them,'and in yetfa'nother position to permit the passage of a train over the road to which said switching means pertains. electromagnetic locking means adapted unless energized to prevent said switching means'from being moved into the last mentioned position, and means adapted to cause said electromagnetic looking means to be energized only when said points are properly set for said road and all said electro-responsive devices are energized, substantially as described.

14. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, 'tratfic controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sourcesand to be de-e'nergized when disconnected from such energizing source or sources or when short-circuit'ed therefrom, as by oonductively connected wheels of a-railway vehicle, 3111B- sula'tion located in each rail portion joining opposite sides of a track portion, atratfiecontrolling electro-responsive device of a second set bridging each said insulation and adapted to be de-energized on the failure of the corresponding insulation, and manual road-making means for conflicting roads each of which includes one of said track portions, the road-making means for each of said roads being adapted when in a position for completing a train clearance circuit for the corresponding road to prevent the completion by the road-making means for any other of said roads of a train clearance circuit therefor, substantially described.

15. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, traffic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when short-- circuited therefrom, as by conducti'vely connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a traflic-controlling electro-responsive device of a second set of bridging each said insulation and adapted to be tie-energized on the failure of the corresponding insulation, manual road-making devices for conflicting roads each of which includes one of said track portions, an electromagnetic locking means pertaining to each of said road-making devices and adapted unless energized to prevent the road-making device to which it pertains from being so operated as to permit the passage of a train over the correspond ing road, and means adapted. to cause each said electromagnetic locking means to be energized only when the road-making device or devices to which it does not pertain is or are not making the corresponding road or roads, substantially as described.

16. Track apparatus for the electrical control of trains on track portions joined together by points comprising a source or sources of electricity, traflic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or when short-circuited there from, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a tratfic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be de-energized on the failure of the corresponding insulation, electromagnetic pointsmoving means adapted when energized to move said points so as to make for a train a road including one of said track portions,

magnetic locking means adapted unless enera gized to prevent said switching means from being moved into the last mentioned posi tion, and means adapted to cause said electromagnetic locking means to be energized only when all said electro-responsive devices are energized, substantially as describedv 17. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, traffic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be tie-energized when disconnected from such energizing source or sources or when short-circuited therefrom, as by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a traiiic-controlling electro-responsive device of a second set bridging each said insulation and adapted to be de-energized on the failure of the corresponding insulation, and, for testing both an up road and a down road including'one of said track portions, switching means common to said up and down roads and adapted for use by a signalman and to connect and disconnect said energizing source or sources and the pertinent electro-responsive devices so as to energize and de-energize them, substantially as described. a

Apparatus according to claim 1 comprising for the making by a Signalman of both an up road and a down road including one of said track portions, a manual road-making means common to said up and down roads, electromagnetic locking means adapted, unless energized to prevent said roadanaking means from being so operated as to permit the passage of a train over said up road or down road, and means adapted to cause said electromagnetic locking means to be energized only when all said electro-responsive devices pertaining to said up road or all said electroresponsive devices pertaining to said down said down road are energized, substantially as described. c

19. Track apparatus for the electrical control of trains on joining track portions comprising a source or sources of electricity, traiiiccontrolling electro-rcsponsive devices constituting a first set connected to rails oi the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be (lo-energized when disconnected from such energizing source or sources or when short-circuited therefrom, by conductively connected wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a traiiic-controlling elcctro-responsive device of a second set bridging each said insulation and adapted to be Clo-energized on the failure ot the corresponding insulation, for testing and making both an up road and a down road including one of said track portions, switching means adapted 't'or use by a Signalman and in one set of positions to test and make said up road and in another set of positions to test and make said down road, in one position of each of said sets disconnecting said energizing source or sources from the pertinent electroresponsive devices so as to de-energizc them, in another position connecting said energizing source or sources with the last mentioned electro-responsive devices so as to energize them, and in yet another position permitting the passage of a train over the road to which said set of positions pertains, electromagnetic locking means adapted unless energized to prevent said switching means from being moved into the last mentioned position, and means adapted to cause said electromagnetic locking means to be energized only when all said electro-responsive devices pertaining to said up road or to road are energized. substantially as described.

20. Track apparatus for the electrical control of trains on track portions joined together by points comprising a source or sources of electricity, traffic-controlling electro-responsive devices constituting a first set connected to rails of the track portions respectively and adapted to be energized by electricity from said source or one or more of said sources and to be deenergized when disconnected from such energizing source or sources or when shortcircuited therefrom, as by conductively connected' wheels of a railway vehicle, an insulation located in each rail portion joining opposite sides of a track portion, a trafiiccontrolling electro-responsive device of a second set bridging each said insulation and adapted to be (lo-energized on the failure of the corresponding insulation. electromagnetic points-moving means adapted when energized. to move said points so as to make for a train both an up roan and a down road including one of said track portions, switchin means adaptci'l for use by asignaiuian and in one set oi? positions to test and make said up road and in another set ot positions to test and make said down road. in one position of each of said sets disconnecting said energizing source or sources from the pertinent electro-rcsponsive devices so as to (lo-energize them, in another position connecting said energizing source or sources with the last mentioned electroresponsive crevices so as to energize them, and in yet another position connecting said electromagnetic points-moving means with said source or one or more of said sources and thus energizing said electromagnetic pointsinoving means. electromagnetic locking means adapted unless energized to prevent said switching means from being moved into the last mentioned position. and means adapted to cause said electromagnetic lockings means to be energized only when all the pertinent electro-responsive devices are energized, substantially as described.

21. Track apparatus for the electrical control of trains on joining roads one of which includes a set of sections none of which forms part of the other road and which are separated from each other by an insulation or insulations, comprising a source or sources of electricity, traflic-controlling electro-responsive devices constituting a first set and respectively connected to rails of the sections oi? each road, ea h of said insulations being bridged by one of said electroresponsive devices, an insulation located in each rail portion joining opposite sides of a road, a. traffic-controlling e1ectro-responsive device of a second set bridging each last mentioned insulation, a source or sources of electricity, and a circuit including said source of electricity or one or more of said sources and, in series, all said traflic-controlling elcctro-responsive devices of said first set connected with said set of sections and ea ch traflic-controlling electro-responsive device of said second set bridging an insulation in the rails of said set of sections, each traffic-controlling electro-responsive device of said first set being adapted to be energized by electricity from said source or said one or more of said sources and to be (lo-energized when disconnected from such energizing source or sources or when shortcircuited therefrom, as by conductively connected wheels of a railway vehicle, and each traflic-controlling electro-responsive device of said second set being adapted to be deenergized on the failure of the corresponding insulation, substantially as described.

22. Track apparatus for the electrical control of trains on joining roads one of which includes a set of sections none of which forms part of the other road and Which are separated from each other by an insulation or insulations, comprising a source or sources of electricity, traflic-controlling electro-responsive devices constituting a first set and respectively connected to rails of the sections of each road, the or each said in sulation being bridged by one of said electroresponsive devices, an insulation located in each rail portion joining opposite sides of a road, a traffic-controlling electro-responsive device of a second set bridging each last mentioned insulation, a source or sources oi electricity, a circuit including said source of electricity or one or more of said sources and, in series, all said traffic-controlling elew tro-responsive devices of said first set connected With said set of sections and each traffic-controlling electro-responsive device of said second set bridging an insulation in the rails of said set of sections, and a circuit adapted to supply clearance current to permit a train to travel along the road including said set of sections, and including said source or one or more of said sources and, in series, rails of the sections of said set of sections and of the remainder of the road including said set of sections, each trafiiccontrolling electroresp0nsivcdevice of said first set being adapted to be energized by electricity from said source or one or more of said sources and to be de-energized when disconnected from such energizing source or sources or When short-circuited therefrom, as by conductively connected Wheels of a railway vehicle and each trafiic-controlling elect-ro-responsive device of said second set being adapted to be de-energized on the failure of the corresponding insulation, substantially as described.

Signed at Hove, Sussex, England, this fifth day of September 1921.

ARTHUR REGINALD ANGU S. 

